U.S. patent application number 11/976905 was filed with the patent office on 2008-09-04 for drive switching lever structure for vehicle.
This patent application is currently assigned to HONDA MOTOR CO., LTD.. Invention is credited to Kosaku Takahashi, Masao Takeshima.
Application Number | 20080210483 11/976905 |
Document ID | / |
Family ID | 39500945 |
Filed Date | 2008-09-04 |
United States Patent
Application |
20080210483 |
Kind Code |
A1 |
Takahashi; Kosaku ; et
al. |
September 4, 2008 |
Drive switching lever structure for vehicle
Abstract
A drive switching lever device for a vehicle for a vehicle in
which a single control lever can operate both
two-wheel-drive/four-wheel drive switching means and a differential
lock on/off switching mechanism includes a bell crank swingably
supported by a vehicle body side. A pull rod adapted to operate a
switching lever of a two-wheel-drive/four-wheel-drive switching
means is connected to a lever bracket and a control cable adapted
to operate a switching lever of a differential lock on/off
switching mechanism is connected to the bell crank. When a control
lever is swung independently of the lever bracket, the bell crank
is swung in engagement with the shaft portion of the control lever.
The resulting configuration provides flexibility for the layout of
the linkage between the control lever and the operating portion of
each switching mechanism.
Inventors: |
Takahashi; Kosaku; (Saitama,
JP) ; Takeshima; Masao; (Saitama, JP) |
Correspondence
Address: |
BIRCH STEWART KOLASCH & BIRCH
PO BOX 747
FALLS CHURCH
VA
22040-0747
US
|
Assignee: |
HONDA MOTOR CO., LTD.
Tokyo
JP
|
Family ID: |
39500945 |
Appl. No.: |
11/976905 |
Filed: |
October 29, 2007 |
Current U.S.
Class: |
180/250 |
Current CPC
Class: |
B60K 23/08 20130101;
B62K 23/00 20130101; Y10T 74/2014 20150115; B60Y 2200/124 20130101;
B60K 23/04 20130101; B60K 17/352 20130101; B62K 5/01 20130101; F16H
59/02 20130101 |
Class at
Publication: |
180/250 |
International
Class: |
B60K 17/354 20060101
B60K017/354; B60K 20/02 20060101 B60K020/02; F16H 48/30 20060101
F16H048/30 |
Foreign Application Data
Date |
Code |
Application Number |
Oct 31, 2006 |
JP |
2006-296921 |
Claims
1. A drive switching lever structure for a vehicle, including a
lever bracket swingably supported by a vehicle body side and a
single control lever supported by the lever bracket swingably in a
direction different from that of a swing of the lever bracket, in
which the single control lever can operate a
two-wheel-drive/four-wheel-drive switching mechanism and a
differential lock on/off switching mechanism, the drive switching
lever structure comprising: a following arm rotatably supported by
the vehicle body side; first interlinking means, connected to the
lever bracket, for operating an operating portion of one of the
switching mechanisms; and second interlinking means, connected to
the following arm, for operating an operating portion of the other
of the switching mechanisms; wherein when the control lever is
swung independently of the lever bracket, the following arm is
swung in engagement with a shaft portion of the control lever.
2. The drive switching lever structure according to claim 1,
wherein the following arm is formed in a scissors-shape having a
slit engageable with and disengageable from the shaft portion of
the control lever.
3. The drive switching lever structure according to claim 1,
wherein the following arm has play adapted to permit the swing of
the control lever.
4. The drive switching lever structure according to claim 2,
wherein the following arm has play adapted to permit the swing of
the control lever.
5. The drive switching lever structure according to claim 1,
wherein at least one of the interlinking means is a rod.
6. The drive switching lever structure according to claim 2,
wherein at least one of the interlinking means is a rod.
7. The drive switching lever structure according to claim 3,
wherein at least one of the interlinking means is a rod.
8. The drive switching lever structure according to claim 1,
wherein the first interlinking means is connected to the lever
bracket from one direction and the second interlinking means is
connected to the following arm from another direction.
9. The drive switching lever structure according to claim 2,
wherein the first interlinking means is connected to the lever
bracket from one direction and the second interlinking means is
connected to the following arm from another direction.
10. The drive switching lever structure according to claim 3,
wherein the first interlinking means is connected to the lever
bracket from one direction and the second interlinking means is
connected to the following arm from another direction.
11. A drive switching lever structure for a vehicle, including a
lever bracket swingably supported by a vehicle body side and a
single control lever supported by the lever bracket swingably in a
direction different from that of a swing of the lever bracket, in
which the single control lever can operate a
two-wheel-drive/four-wheel-drive switching mechanism and a
differential lock on/off switching mechanism, the drive switching
lever structure comprising: a following arm rotatably supported by
the vehicle body side; first interlinking means, connected to the
lever bracket, for operating an operating portion of one of the
switching mechanisms; and second interlinking means, connected to
the following arm, for operating an operating portion of the other
of the switching mechanisms; wherein when the control lever is
swung independently of the lever bracket, the following arm is
swung in engagement with a shaft portion of the control lever, and
wherein the lever bracket is swingably supported on a lower portion
of a support frame attached to the vehicle body side, the support
frame extending almost-perpendicularly to a vehicle-widthwise
direction and being formed as an almost-rectangular shape elongated
upwardly and downwardly.
12. The drive switching lever structure according to claim 11,
wherein the following arm is formed in a scissors-shape having a
slit engageable with and disengageable from the shaft portion of
the control lever.
13. The drive switching lever structure according to claim 11,
wherein the following arm has play adapted to permit the swing of
the control lever.
14. The drive switching lever structure according to claim 12,
wherein the following arm has play adapted to permit the swing of
the control lever.
15. The drive switching lever structure according to claim 11,
wherein at least one of the interlinking means is a rod.
16. The drive switching lever structure according to claim 12,
wherein at least one of the interlinking means is a rod.
17. The drive switching lever structure according to claim 13,
wherein at least one of the interlinking means is a rod.
18. The drive switching lever structure according to claim 11,
wherein the first interlinking means is connected to the lever
bracket from one direction and the second interlinking means is
connected to the following arm from another direction.
19. A drive switching lever structure for a vehicle, including a
lever bracket swingably supported by a vehicle body side and a
single control lever supported by the lever bracket swingably in a
direction different from that of a swing of the lever bracket, in
which the single control lever can operate a
two-wheel-drive/four-wheel-drive switching mechanism and a
differential lock on/off switching mechanism, the drive switching
lever structure comprising: a following arm rotatably supported by
the vehicle body side; first interlinking means, connected to the
lever bracket, for operating an operating portion of one of the
switching mechanisms; and second interlinking means, connected to
the following arm, for operating an operating portion of the other
of the switching mechanisms; wherein when the control lever is
swung independently of the lever bracket, the following arm is
swung in engagement with a shaft portion of the control lever, and
further comprising: a support frame fixed to the vehicle body side
that extends almost-perpendicularly to the vehicle-widthwise
direction and that is formed in an almost-rectangular shape
elongated upwardly and downwardly; and a plate-shaped support stay
fixed to an upper portion of the support frame, wherein the
following arm is swingably supported by a upper surface of the
support stay.
20. The drive switching lever structure according to claim 19,
wherein the following arm is formed in a scissors-shape having a
slit engageable with and disengageable from the shaft portion of
the control lever.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] The present application claims priority under 35 U.S.C.
.sctn.119 to Japanese Patent Application No. 2006-296921, filed
Oct. 31, 2006, the entire contents of which are hereby incorporated
by reference.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] The present invention relates to a lever structure that
enables two-wheel-drive/four-wheel-drive switching and differential
lock on/off switching for a vehicle.
[0004] 2. Description of Background Art
[0005] There has been known a drive switching lever structure that
enables a single control lever to operate a
two-wheel-drive/four-wheel-drive switching mechanism and a
differential lock on/off mechanism (see e.g. Japanese Patent
Publication No. Sho 62-046376).
[0006] With regard to a two-wheel-drive/four-wheel-drive switching
mechanism and to a differential lock on/off switching mechanism
both located at the lower portion of a vehicle body and between
left and right wheels, the following has been studied: a lever
device for operating the switching mechanisms is arranged at a
position where it can be operated by an operator during traveling.
In this case, the lever device is interlinked with the respective
operating portions of the two-wheel-drive/four-wheel-drive
switching mechanism and differential lock on/off switching
mechanism via interlinking means such as a cable or the like. In
this case, it is preferably configured that the flexibility of
layout of the interlinking means is improved.
[0007] Accordingly, it is an object of the present invention is to
improve the flexibility of layout of interlinking means between a
control lever and respective operating portions of a
two-wheel-drive/four-wheel drive switching means and a differential
lock on/off switching mechanism in a drive switching lever device
for a vehicle in which the single control lever can operate both
the switching mechanisms.
SUMMARY AND OBJECTS OF THE INVENTION
[0008] As means for solving the above problem, according to a first
aspect of the present invention, a drive switching lever structure
for a vehicle (e.g. the saddle-ride type four-wheeler 1 of an
embodiment) includes a lever bracket (e.g., the lever bracket 96 of
the embodiment) swingably supported by a vehicle body side and a
control lever (e.g. the control lever 92 of the embodiment)
supported by the lever bracket swingably in a direction different
from that of the swing of the lever bracket, in which the single
control lever can operate a two-wheel-drive/four-wheel-drive
switching mechanism (e.g. the two-wheel-drive/four-wheel-drive
switching mechanism 7a) and a differential lock on/off switching
mechanism (e.g. the differential lock on/off switching mechanism 7c
of the embodiment). The drive switching lever structure also
includes a following arm (e.g. the bell crank 102 of the
embodiment) rotatably supported by the vehicle body side; first
interlinking means (e.g. the pull rod 106 of the embodiment),
connected to the lever bracket, for operating an operating portion
(e.g. the switching lever 105 of the embodiment) of one of the
switching mechanisms; and second interlinking means (e.g. the
control cable 104 of the embodiment), connected to the following
arm, for operating an operating portion (e.g. the switching lever
108 of the embodiment) of the other of the switching mechanisms;
wherein when the control lever is swung independently of the lever
bracket, the following arm is swung in engagement with a shaft
portion (e.g. the shaft portion 92a of the embodiment) of the
control lever.
[0009] According to a second aspect of the present invention, the
following arm is formed in a scissors-shape having a slit (e.g. the
slit 103 of the embodiment) engageable with and disengageable from
the shaft portion of the control lever.
[0010] According to a third aspect of the present invention, the
following arm has play (e.g. the play S1 of the embodiment) adapted
to permit the swing of the control lever.
[0011] According to a fourth aspect of the present invention, at
least one of the interlinking means is a rod.
[0012] According to a fifth aspect of the present invention, the
first interlinking means is connected to the lever bracket from one
direction and the second interlinking means is connected to the
following arm from another direction.
[0013] Effects of the Invention Includes the Following:
[0014] According to the first aspect of the present invention, with
this configuration, the following arm can be arranged relatively
freely as long as it is located at a position engageable with the
shaft portion of the control lever. This increases the flexibility
of the relative layout between the following arm and the lever
bracket. Thus, the flexibility of layout can be improved in the
case where respective interlinking means located between the lever
bracket and the switching mechanism and between the following arm
and the switching mechanism are connected to the lever bracket and
the following arm, respectively.
[0015] According to the second aspect of the present invention, the
control lever is permitted to move along the slit and then can
reliably be engaged with the following arm.
[0016] According to the first third of the present invention, the
following arm enables the control lever to enter in one direction
and then permits it to move in another direction, thereby easily
realizing the various movement of the control lever.
[0017] According to the fourth aspect of the present invention, a
lever operating feeling can be improved at the time of operating
each of the switching mechanisms.
[0018] According to the fifth aspect of the present invention, the
arrangement of the interlinking means can be optimized.
[0019] Further scope of applicability of the present invention will
become apparent from the detailed description given hereinafter.
However, it should be understood that the detailed description and
specific examples, while indicating preferred embodiments of the
invention, are given by way of illustration only, since various
changes and modifications within the spirit and scope of the
invention will become apparent to those skilled in the art from
this detailed description.
BRIEF DESCRIPTION OF THE DRAWINGS
[0020] The present invention will become more fully understood from
the detailed description given hereinbelow and the accompanying
drawings which are given by way of illustration only, and thus are
not limitative of the present invention, and wherein:
[0021] FIG. 1 is a lateral view of a saddle-ride type four-wheeler
according to the present invention;
[0022] FIG. 2 is a perspective view of a body frame of the
four-wheeler;
[0023] FIG. 3 is a lateral view of a vehicle body front portion of
the four-wheeler;
[0024] FIG. 4 is a perspective view of a drive-switching lever
device of the four-wheeler;
[0025] FIG. 5 is an explanatory view of first operation of the
lever device;
[0026] FIG. 6 is an explanatory view of second operation of the
lever device; and
[0027] FIG. 7 is a plan view taken along a rotary shaft of a bell
crank included in the lever device.
[0028] It is to be noted that directions such as the front, the
rear or back, the left and the right are the same as those of a
vehicle unless otherwise designated. Arrows FR, LH and UP in the
drawings designate the front, left and upside, respectively, of the
vehicle.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0029] A saddle-ride type four-wheeler (vehicle) shown in FIG. 1 is
configured as the so-called ATV (All Terrain Vehicle). This vehicle
includes a vehicle body constructed to be reduced in size and in
weight and left and right front wheels 2 and rear wheels 3 provided
at the front and rear portions, respectively, of the vehicle body.
The wheels are low pressure balloon tires having a large diameter.
Thus, the ATV ensures a large minimum ground clearance to enhance
traveling performance mainly on the irregular ground.
[0030] A body frame 4 of the saddle-ride type four-wheeler is
formed to have a longitudinally long box structure in a
vehicle-widthwise (left-right-directionally) central portion.
Independent front suspensions (not shown) are supported by the
front portion of the body frame 4 and similarly independent rear
suspensions (not shown) are supported by the rear portion of the
body frame 4.
[0031] An engine (internal combustion engine) 5 serving as a prime
mover of the vehicle is mounted on an almost-central portion of the
body frame 4. The engine 5 is a water-cooled two-cylinder engine
for instance and is arranged in a longitudinally mount layout in
which the rotary axis of a crankshaft extends in a back-and-forth
direction. A crankcase 5a constituting the lower portion of the
engine 5 also serves as a transmission case. Front and rear
propeller shafts 6 and 8 extend from the lower front side and rear
side of the crankcase 5a toward the front and the rearward,
respectively.
[0032] The propeller shafts 6 and 8 can transmits power to the left
and right front and rear wheels 2 and 3 through front and rear
final assemblies 7 and 9 and drive shafts not shown supported by
the front lower portion and rear lower portion, respectively, of
the body frame 4. In other words, the rotational drive force is
transmitted from the engine 5 through a transmission (not shown) in
the crankcase 5a to the propeller shafts 6 and 8 and then through
the final assemblies 7 and 9 and the like to the left and right
front and rear wheels 2 and 3, respectively.
[0033] The front final assembly 7 accommodates a
two-wheel-drive/four-wheel-drive switching mechanism 7a in the rear
portion of its casing and a differential mechanism 7b and a
differential lock on/off switching mechanism 7c in the front
portion of the casing. The two-wheel-drive/four-wheel-drive
switching mechanism 7a can connect and disconnect the rotational
drive force from the front propeller shaft 6. The differential
mechanism 7b can absorb a difference in rotational velocity between
the left and right drive shafts (left and right front wheels 2).
The differential lock on/off switching mechanism 7c enables the
differential lock mechanism 7b to be differential-locked. On the
other hand, the rear final assembly 9 accommodates a differential
mechanism 9b and a differential lock on/off switching mechanism 9c
in its casing. The differential mechanism 9b can absorb a
difference in rotational velocity between the left and right drive
shafts (left and right rear wheels 3). The differential lock on/off
switching mechanism 9c enables the differential mechanism 9b to be
differential-locked.
[0034] A cylinder portion 5b is provided on the crankcase 5a of the
engine 5 so as to extend upward. An air cleaner 11 for engine
intake air is disposed right above the cylinder portion 5b. The
outside air filtered in the air cleaner 11 is sucked in the
cylinder from the right side of the cylinder portion 5b through a
throttle body not shown. Exhaust gas is led to the outside from the
inside of the cylinder through an exhaust pipe 12 connected to the
left side of the cylinder portion 5b. The exhaust pipe 12 bends at
the left side of the cylinder portion 5b, extending rearward, and
is coupled to a silencer 12a disposed on the left side of the body
rear portion.
[0035] A steering shaft 13, the air cleaner 11 and a saddle-ride
type seat 14 for occupants are arranged in order from the front on
the upper portion of the body frame 4. A fuel tank 15 is disposed
below the rear portion of the seat 14. A handlebar 16 is attached
to the upper end of the steering shaft 13. Knuckles (not shown) of
the left and right front wheels 2 are connected to the lower end
portions of the steering shaft 13 through the left and right
tie-rods. Thus, the turning operation of the handlebar 16 can give
a steering angle to the left and right front wheels 2.
[0036] An electric motor-integral type actuator unit 17 is provided
at the lower portion of the steering shaft 13. In other words, an
electrically-powered steering device is configured to use the
electric motor as a drive force and give a steering assist force to
a steering system. A radiator 18 for cooling the engine is disposed
forward of the lower portion of the steering shaft 13. In the
figure, reference numeral 18a denotes a water pump disposed on the
front side of the crankcase 5a and 18b denotes a thermostat
disposed on the front side of the cylinder portion 5b of the engine
5.
[0037] A resin-made body front cover 19, a resin-made front fender
21, a front protector 22 and a front carrier 23 are attached to the
front portion of the body frame 4. The body front cover 19
appropriately covers the front portion of the vehicle body. The
front fender 21 covers the left and right front wheels 2 from above
and from rear. The front protector 22 and front carrier 23 are
mainly made of a steel material. A resin-made rear fender 24, a
rear carrier 25 and a trailer hitch 26 are attached to the rear
portion of the body frame 4. The rear fender 24 covers the left and
right rear wheels 3 from above and from the front. The rear carrier
25 and trailer hitch 26 are mainly made of a steel material.
[0038] Referring additionally to FIG. 2, the body frame 4 is
configured by integrally joining together a plurality of steel
members by welding or the like. Specifically, the body frame 4 is
formed as a box structure elongate in a back and forth direction at
the vehicle-widthwise central portion by forming a pair of left and
right closed loop structures by using left and right upper frames
31, left and right lower frames 32 and other frames and by joining
together the closed loop structures through a plurality of cross
members.
[0039] Each of the upper frames 31 includes an upper slant portion
31a and a front hanging portion 31b. The upper slant portion 31a
slants slightly rearward downwardly and extends on the outside of
the upper portion of the body frame 4. The front hanging portion
31b extends downward from the front end of the upper slant portion
31a. The upper frame 31 is integrally formed by bending a single
steel pipe or by subjecting it to other processes.
[0040] On the other hand, each of the lower frames 32 is arranged
almost horizontally on the outside of the lower portion of the body
frame 4 and is integrally formed by bending a single steel pipe or
by subjecting it other processes. The lower frames 32 are gently
bent so that a distance between their front-rear intermediate
portions is maximized and respective distances between their front
portions and between their rear portions are reduced. The front and
rear end portions of each lower frame 32 are formed to bend
forwardly upwardly and rearward upwardly, respectively.
[0041] A front lower sub-frame 33 extends forwardly upwardly from
the front side of the intermediate portion of each lower frame 32.
Each front lower sub-frame 33 is then formed to bend so that the
angle of inclination of the front slant portion 33b is reduced
relative to the rear slant portion 33a.
[0042] A front sub-frame 34 extends from the front side of the
upper slant portion 31a of each upper frame 31 toward the front end
portion of each lower frame 32 in an appropriately bending manner.
The front sub-frame 34 includes an upper slant portion 34a formed
to extend from the front side of the upper slant portion 31a of
each upper frame 31 in parallel thereto and a front hanging portion
34b formed to bend downward from the upper slant portion 34a and
extend obliquely and forwardly downwardly. The front hanging
portion 34b reaches the front end portion of the lower frame 32
while forming such a crank shape that its lower portion gently
bends forwardly.
[0043] The front end portion of each front lower sub-frame 33 is
joined from the rear to the crank shape portion of the front
hanging portion 34b of each front sub-frame 34. In addition, the
lower end portion of the front hanging portion 31b of each upper
frame 31 is joined from above to the front-rear intermediate
portion of each front lower sub-frame 33. A portion continuously
composed of the front hanging portion 31b of each upper frame 31
and the rear slant portion 33 a of the front lower sub-frame 33 is
called a front side down frame portion 35 in some cases.
[0044] A rear support frame (hereinafter, sometimes referred to as
a rear side down frame) 36 spans between the rear portion of each
upper frame 31 and the rear side of the intermediate portion of
each lower frame 32 so as to slant rearward upwardly. A rear
sub-frame 37 extends rearward from the upper portion of each rear
support frame 36 and its rear end portion bends upward and is
joined from below to the rear end portion of each upper frame 31. A
rear gusset frame 38 spans between the upper portion of each rear
support frame 36 and the intermediate portion of each upper frame
31 so as to slant rearward upwardly.
[0045] The upper frames 31, front side down frame portions 35,
lower frames 32, and rear side down frames 36 constitute a pair of
left and right closed loop structures and a main frame portion 39
supporting the engine 5 is constructed in this closed loop
structures.
[0046] In the figure, an upper gusset 41a spans between a bent
portion between the upper slant portion 31a and front hanging
portion 31b of each upper frame 31, and the upper slant portion 34a
of each front sub-frame 34. A middle gusset 41b spans between the
front hanging portion 31b of the upper frame 31 and the front slant
portion 33b of the front lower sub-frame 33. A lower gusset 41c
spans between the rear slant portion 33a of each front lower
sub-frame 33 and the front portion of each lower frame 32. An upper
portion support bracket 42a for the steering shaft 13 spans between
the upper slant portions 34a of the front sub-frames 34. A lower
portion support plate 42b for the steering shaft 13 spans between
the front slant portions 33b of the front lower sub-frames 33.
[0047] In the figure, a cushion upper portion support bracket 43 is
fixedly attached to the front hanging portion 34b of each front
sub-frame 34. An upper arm front portion support cross member 43a
spans between the crank-shaped portions of the front hanging
portions 34b of the front sub-frames 34. An upper arm rear portion
support bracket 43b is fixedly attached to the front slant portion
33b of each front lower sub-frame 33. A lower arm front portion
support cross member 44a spans between the front ends of the lower
frames 32. A lower arm rear portion support cross member 44b spans
between the front ends of the lower frame 32.
[0048] In the figure, a center upper cross member 45a spans between
the intermediate portions of the upper frames 31. A rear upper
cross member 45b spans between the intermediate portions of the
rear sub-frames 37. A rear end upper cross member 45c spans between
the rear ends of the upper frames 31. A center cross member 46a
spans between the front sides of the intermediate portions of the
lower frames 32. A stepped portion cross member 46b spans between
the rear sides of the intermediate portion of the lower frames 32.
A rear cross member 46c spans between the rear portions of the
lower frames 32. A rear end cross member 46d spans between the rear
ends of the lower frames 32.
[0049] In the figure, a cushion upper portion support bracket 47
spans between the rear portion of the upper frame 31 and the
intermediate portion of the rear sub-frame 37. An upper arm front
portion support bracket 47a spans between the intermediate portion
of the rear sub-frame 37 and the rear portion of the lower frame
32. An upper arm rear support bracket 47b is fixedly attached to
the rear portion of the rear sub-frame 37. A lower arm front
portion support bracket 48a is fixedly attached to the rear portion
of the lower frame 32. A lower arm rear portion support bracket 48b
fixedly attached to the rear end of the lower frame 32.
[0050] Referring to FIG. 3, two-wheel-drive/four-wheel-drive
switching and differential lock on/off switching in the front final
assembly 7 is carried out by operating a drive switching lever
device (hereinafter, simply referred to as the lever device) 91
disposed on the left side of the vehicle body upper portion.
[0051] The lever device 91 is such that a single control lever 92
is used to enable the operations of the
two-wheel-drive/four-wheel-drive switching mechanism 7a and the
differential lock on/off switching mechanism 7c. The single lever
92 is provided to project upward from a plate-like control panel 92
located slightly rearward of the steering shaft 13 and extending
substantially parallel to the outer surface of a body front cover
19.
[0052] Referring additionally to FIG. 4, the control panel 93 is
made of e.g. resin, arranged to slant such that its left front
portion is downside and is formed in a deformed trapezoid as viewed
from above such that its rear portion and left portion are reduced
in width. The control panel 93 is formed at its front portion with
a lateral slit 94a extending lateral to the front side thereof. The
lateral slit 94a is formed in its left and right ends with left and
right notches 94b and 94c, respectively, shallowly notched toward
the rearward. In addition, the control panel 93 is formed at its
left-right intermediate portion with a longitudinal slit 94d which
extends parallel to the right side of the panel from the vicinity
of the right notch 94c of the lateral slit 94a. The slits 94a, 94b
and notches 94b, 94c form a guide groove 94 almost-E shaped as
viewed from above in the control panel 93.
[0053] The control lever 92 integrally includes a shaft portion 92a
extending substantially upward and downward; a knob 92b provided on
the upper side of the shaft portion 92a; and a collar 92c provided
at the lower end of the shaft portion 92a so as to be orthogonal
thereto. The control lever 92 is such that the shaft portion 92a
passes through the guide groove 94 of the control panel 93 upward
and downward, the knob 92b is disposed above the control panel 93
and the color 92c is disposed below the control panel 93. The
control lever 92 is movable so as to move the knob 92b along the
guide groove 94 of the control panel 93.
[0054] The control panel 93 is provided on its right side
(vehicle-widthwise inside) integrally with a support frame 95
extending downward and is secured to the body frame 4 via the
support frame 95. The support frame 95 is made of e.g. a steel
plate extending almost-perpendicularly to the vehicle-widthwise
direction and is formed in an almost-rectangle elongated upward and
downward. The support frame 95 is formed at its front and rear edge
portions with reinforcing flanges 95a extending leftward therefrom
and at its upper portion with an appropriate weight-reduction hole.
A relatively small-sized lever bracket 96 is supported by the lower
portion of the support frame 95 swingably around a first swing
shaft 97 perpendicular to the support frame 95.
[0055] The lever bracket 96 is made of e.g. a steel plate extending
parallel to the left side surface of the support frame 95 and is
formed in an almost-rectangle elongated upward and downward. The
lever bracket 96 is formed at the front and rear edge portions of
the upper portion thereof with support flanges 96a extending
leftward therefrom. In addition, the lever bracket 96 is formed on
the rear side of the lower portion thereof with a rod connection
portion 96b connectable with the upper end portion of a pull rod
106 described later. The lever bracket 96 is formed at its front
edge portion with a reinforcing flange 96c continuous with the
support flange 96a. A stepped bolt as the first swing shaft 97 is
passed through the lower portion of the lever bracket 96 and
through the lower portion of the support frame 95 from the
vehicle-widthwise outside and fastened thereto. Thus, the lever
bracket 96 is supported by the support frame 95 so as to be
swingable in the back and forth direction (so that its upper
portion can be movable in the back and forth direction).
[0056] The collar 92c located at the lower end of the control lever
92 is disposed between the front and rear support flanges 96a,
opposed to each other, of the lever bracket 96. A stepped bolt as a
second swing shaft 98 is passed through the collar 92c and through
the front and rear support flanges 96a and fastened thereto. Thus,
the lower end of the control lever 92 is supported by the lever
bracket 96 so as to be swingable leftward and rightward (so that
the knob 92b is movable leftward and rightward).
[0057] It can be said that the control lever 92 is supported by the
support frame 95 so as to be swingable in the back and forth
direction through the lever bracket 96 (so that the knob 92b can be
movable in the back and forth direction). That is to say, the
control lever 92 is supported by the support frame 95 in the two
directions, the back and forth direction and the left and right
direction, through the swing shafts 97, 98 orthogonal to each
other.
[0058] A plate-like support stay 101 is provided integrally with
the left side of the front portion of the support frame 95 so as to
slant similarly to the control panel 93. The support stay 101 is
made of e.g. a steel plate. A bell crank 102 is swingably supported
by the upper surface of the support stay 101 via a third swing
shaft 99 orthogonal to the support stay 101. The bell crank 102 is
made of e.g. a steel plate and includes a scissors-type rear arm
102a and a right arm 102b. The rear arm 102a extends rearward from
its proximal portion adapted to receive the third swing shaft 99
passed therethrough and the right arm 102b extends rightward from
the proximal portion. A stepped bolt as the third swing shaft 99 is
passed from above through the bell crank and the support stay 101
and is fastened thereto. Thus, the bell crank 102 is swingably
supported by the support stay 101.
[0059] When the control lever 92 is swung around the first swing
shaft 97 along with the lever bracket 96, the shaft portion 92a of
the control lever 92 can be inserted into and removed from the
rearward-open slit 103 of the rear arm 102a included in the bell
crank 102. A cable engaging portion 102c is provided at the leading
end of the right arm 102b of the bell crank 102 so as to be
engageable with an end (cable end) of an inner cable 104a included
in a control cable 104 detailed later. A front wall portion 101a
which is a rising front portion of the support stay 101 is provided
forward of the cable engaging portion 102c. The front wall portion
101a is formed with a cable retaining portion 101b which can retain
an end of an outer cable 104b of the control cable 104.
[0060] The control cable 104 is such that the inner cable 104a is
slidably inserted into the outer cable 104b and can be arranged to
be bent relatively freely because of having flexibility. The inner
cable 104a is slidably moved with the outer cable 104b retained so
that a pull-directional force applied to one end of the inner cable
104a can be transmitted to the other end thereof. The outer cable
104b of the control cable 104 extends forward from the cable
retaining portion 101b forward of the support stay 101, extending
while bending downward and vehicle-widthwise inward, and then
reaches a cable retaining portion 107 at the front end portion of
the differential lock on/off switching mechanism 7c.
[0061] The outer cable 104b has one end portion retained by the
cable retaining portion 101b of the support stay 101 and the other
end portion retained by the cable retaining portion 107 of the
differential lock on/off switching mechanism 7c. The inner cable
104a has one end portion engaged with the cable engaging portion
102c of the bell crank 102 and the other end engaged with the
leading end portion of a switching lever 108 below the cable
retaining portion 107 of the differential lock on/off switching
mechanism 7c. In other words, the control cable 104 is connected to
the bell crank 102 from the front and to the switching lever 108
from above. The switching lever 108 is biased so that its leading
end portion is moved downward and the bell crank 102 is biased so
that the cable engaging portion 102c is moved forward.
[0062] The pull rod 106 made of e.g. a linear metal rod is disposed
between the rod connection portion 96b of the lever bracket 96 and
the switching lever 105 located on the left side of the upper
portion of the front final assembly 7 (the
two-wheel-drive/four-wheel-drive switching mechanism 7a). The pull
rod 106 is slanted such that its upper portion is located rearward.
In addition, the upper end portion of the pull rod 106 is swingably
connected to the rod connection portion 96b via a bolt or the like
and the lower end is swingably connected to the leading end of the
switching lever 105 via an adjusting mechanism or the like. In
other words, the pull rod 106 is connected to the lever bracket 96
from below and to the switching lever 105 from above. The switching
lever 105 is biased so that its leading end is moved downward and
the lever bracket 96 is biased so that the rod connection portion
96b is moved downward.
[0063] As shown in FIG. 4, if the control lever 92 is located in
the longitudinal slit 94d of the guide groove 94, it is moved to
the rear end position of the longitudinal slit 94d by the biasing
force applied to the switching lever 105 and to the lever bracket
96. In this case, the rod connection portion 96b of the lever
bracket 96 and the leading end of the switching lever 105 are moved
downward. In this state, the two-wheel-drive/four-wheel-drive
switching mechanism 7a is brought into a two-wheel-drive condition
where the rotary drive force transmitted from the front propeller
shaft 6 is disconnected. In other words, when the drive of the left
and right front wheels 2 is not necessary, the transmission of the
power needed to drive the front wheels is disconnected, thereby
enhancing power consumption.
[0064] On the other hand, if the control lever 92 is moved (turned)
to the front end position (the position of the lateral slit 94a) of
the longitudinal slit 94d, the lever bracket 96 is swung along with
this movement to move the rod connection portion 96b upward and to
swing the switching lever 105 via the pull rod 106, thereby moving
the leading end upward (see FIGS. 5 and 6). In this case, the
two-wheel-drive/four-wheel-drive switching mechanism 7a is brought
into a four-wheel-drive condition where the transmission of the
rotary drive force from the front propeller shaft 6 is
connected.
[0065] Referring to FIG. 5, if the control lever 92 is moved to the
right end position (the position of the right notch 94c) of the
lateral slit 94a, the cable engaging portion 102c of the bell crank
102 moves forward to slidably move the control cable 104 and the
leading end of the switching lever 108 moves downward. In this
state, the two-wheel-drive/switching mechanism 7a is brought into a
four-wheel-drive condition and the differential lock on/off
switching mechanism 7c is brought into a differential free
condition where the differential lock is released (the differential
mechanism 7b is made operable). In other words, the left and right
front wheels can be driven at differential rotation speeds by use
of a difference in resistance from the road surface. This absorbs a
rotational speed difference between the left and right front wheels
based on a difference in turning radius encountered when the
vehicle rounds the bend, thereby enabling smooth traveling.
[0066] On the other hand, as shown in FIG. 6, if the control lever
92 is moved to the left end position (the position of the left
notch 94b) of the lateral slit 94a, the shaft portion 92a of the
control lever 92 turns the bell crank 102 while sliding along the
left edge portion of the slit 103. Thus, the cable engaging portion
102c of the bell crank 102 is moved rearward and the leading end of
the switching lever 108 is moved upward via the control cable 104.
In this state, the two-wheel-drive/switching mechanism 7a is
brought into a four-wheel-drive condition and the differential lock
on/off switching mechanism 7c is brought into a differential lock
condition where the differential lock is activated (the
differential mechanism 7b is made inoperative). In other words, the
left and right front wheels can be driven at the same rotational
speed regardless of the difference in resistance from the road
surface. Even if one of the left and right front wheels slips, the
other can be driven, whereby the traveling performance on the
punishing road is enhanced.
[0067] Referring to FIG. 7, if the control lever 92 is moved to the
rear end position of the longitudinal slit 94d, the shaft portion
92a of the control lever 92 is disengaged from the slit 103 of the
bell crank 102 (indicated with reference numeral 92a'). In this
case, the swing of the bell crank 102 to move the cable engaging
portion 102c forward (toward the biased side) is restricted by the
abutment of the upper edge portion of the rear arm 102a against a
stopper piece 101c formed on the support stay 101. In this state,
the shaft portion 92a of the control lever 92 is movable into and
out of the slit 103 without the swing of the bell crank 102,
between the front end position and rear end position of the
longitudinal slit 94d. Incidentally, the bell crank 102 is formed
on the open side of the slit 103 with slant portions 103a adapted
to guide the entry of the shaft portion 92a of the control lever
92.
[0068] When the control lever 92 is moved in the longitudinal slit
94d, the shaft portion 92a of the control lever 92 is slightly
slidably moved along a short flange 103b extending to rise from the
left edge portion of the slit 103. The intermediate portion of the
slit 103 has an enlarged width and a play S1 is provided between
the right edge portion of the slit 103 and the shaft portion 92a.
This play S1 corresponds to the travel distance of the shaft
portion 92a of the control lever 92 from the front end position of
the longitudinal slit 94d to the right end position of the lateral
slit 94a (the position of the right notch 94c). When the control
lever 92 travels from the front end position of the longitudinal
slit 94d to the right end position of the lateral slit 94a, the
shaft portion 92a of the control lever 92 is spaced apart from the
left end portion of the slit 103 within the play S1 (indicated with
reference numeral 92a'' in the figure). In short, the control lever
92 can solely be swung without swinging the bell crank 102.
[0069] As shown in FIG. 5, the movement of the control lever 92 is
restricted at the right end position by the shaft portion 92a of
the control lever 92 which is moved into the right notch 94c by the
biasing force applied to the lever bracket 96 or the like.
Similarly, as shown in FIG. 6, the movement of the control lever 92
is restricted at the left end position by the shaft portion 92a
which is moved into the left notch 94b by the biasing force applied
to the lever bracket 96 or the like. In this case, the downward
travel distance of the rode connection portion 96b of the lever
bracket 96 is sufficiently small compared with the stroke needed to
operate the two-wheel-drive/four-wheel-drive switching mechanism
7a.
[0070] As described above, the drive switching structure of the
saddle-ride type four-wheeler according to the present embodiment
includes the lever bracket 96 swingably supported by the vehicle
body side and the control lever 92 supported by the lever bracket
96 swingably in a direction orthogonal to the lever bracket 96. The
single control lever 92 can operate the
two-wheel-drive/four-wheel-drive switching mechanism 7a and
differential lock on/off switching mechanism 7c. The drive
switching lever structure includes the bell crank 102 swingably
supported by the vehicle body side. The pull rod 106 adapted to
operate the switching lever 105 of the
two-wheel-drive/four-wheel-drive switching mechanism 7a is
connected to the lever bracket 96. The control cable 104 adapted to
operate the switching lever 108 of the differential lock on/off
switching mechanism 7c is connected to the bell crank 102. When the
control lever 92 is swung independently of the lever bracket 96,
the bell crank 102 is swung in engagement with the shaft portion
92a of the control lever 92.
[0071] With the configuration described above, the bell crank 102
can be arranged relatively freely as long as it is located at a
position engageable with the shaft portion 92a of the control lever
92. This increases the flexibility of the relative layout between
the bell crank 102 and the lever bracket 96. Thus, the flexibility
of layout is improved in the case where respective interlinking
means located between the lever bracket 96 and the switching
mechanism 7a and between the bell crank 102 and the switching
mechanism 7c are connected to the lever bracket 96 and the bell
crank 102, respectively. Since the two-wheel-drive/four-wheel-drive
switching means 7a is operated via the pull rod 106, a lever
operation feeling encountered when the
two-wheel-drive/four-wheel-drive is switched can be enhanced.
[0072] In the drive switching lever structure, the bell crank 102
is formed in a scissors-shape having the slit 103 engageable with
and disengageable from the shaft portion 92a of the control lever
92. Thus, the control lever 92 is permitted to move along the slit
103 and then can reliably be engaged with the bell crank 102.
[0073] In the drive switching structure, further the bell crank 102
has the play S1 adapted to permit the swing of the control lever
92. Thus, the bell crank 102 enables the control lever 92 to enter
from one direction (leftward) and then permits it to move toward
another direction (rightward), thereby easily realizing the various
movement of the control lever 92.
[0074] In the drive switching structure, furthermore, the pull rod
106 connected to the two-wheel-drive/four-wheel-drive switching
mechanism 7a is connected from below to the lever bracket 96 and
the control cable 104 connected to the differential lock on/off
switching mechanism 7c is connected from the front to the bell
crank 102. Thus, the arrangement of the pull rod 106 and control
lever 92 can be optimized.
[0075] Incidentally, the present invention is not limited to the
embodiment described above. For example, it is not necessary that
the swing direction of the lever bracket is orthogonal to the swing
direction of the control lever and that the following arm relative
to the control lever is the bell crank. A configuration may be
acceptable in which the two-wheel-drive/four-wheel-drive switching
mechanism is interlinked with the bell crank (the following arm)
and the differential lock on/off switching mechanism is interlinked
with the lever bracket. Further, the respective interlinking means
between the following arm and one of the switching mechanisms and
between the lever bracket and the other of the switching mechanisms
may be any one of a rod and a cable. The rod connected to each
switching mechanism may be a push rod or a rotary rod other than
the pull rod. The interlinking means between the control lever and
each switching mechanism may include a link, a gear, a ball screw,
a cam, a chain, a belt, and a hydraulic device.
[0076] The invention being thus described, it will be obvious that
the same may be varied in many ways. Such variations are not to be
regarded as a departure from the spirit and scope of the invention,
and all such modifications as would be obvious to one skilled in
the art are intended to be included within the scope of the
following claims.
* * * * *